I started this build a year ago with intentions of keeping it around. Well, we decided to start the process to adopt a child about 2 months ago and as some of you know its not cheap. We are very close to having cases presented to us. The reality of ever getting out in the woods in the near future is slim to none.anyways, here we go....

I designed the chassis in bend-tech and built it all myself its all 1.75x.120 hrew I'm about 6'3" 215 and its pretty comfy. Weighs around 2900 without anyone in it20" belly, 113" wheelbase, overall height is around 74"

2001 Honda 3.0 v6 I just put a new timing belt kit and water pump on it. cant remember the mileage....around 180xxx I think, runs like a Honda should!

Tim beatle harness and computer

transmission (Honda) is fresh built and the carrier/spiders are welded to send power to the transfer case from one output.

Nissan Datsun divorced case (low miles)

1310 yoke flanges

1310 balanced drive shafts, 2" dom

Full PSC kit brand new (tim beatle power steering bracket) tc pump

PRP seats with mud drain, PRP harnesses

ARB air compressor with tire inflation kit

d44 axles from a waggoneer built about as good as you can get.-front has a ARB, 4.88 gear, RCV 300m axles DOM tie rod with 3/4 heims -rear has a Detroit, 4.88, Dutchman axles, sleeved with some thick DOM tube

Currie Anti rock sway bar on the rear

7/8" ruffstuff heims, 2"x.25 DOM lower bars, 1.75" uppers

Ruffstuff 3/8" thick link tabs

New Fox shocks, front has 14x2.0, rear is 16x2.0

limit straps on all 4 corners

M/T Champion beadlocks 15x10 with 38.5 tsls hold air great, one leaks down over about 4 days

Not a buyer but I am curious on the drivetrain in this buggy. The Honda Trans axle would normally turn backwards correct? SO the Nissan T-case corrects the rotation or are the axles flipped? Also is the T-case added reduction or overdrive?

Pretty sure I know the answers to these questions I just wanted to be sure. Very unique and cool buggy IMO.

Logged

saying "bump it" in Farmington is like saying I "crawled" it in Alabama.

I thought about the same questions you did for a while but if you forget about engine rotation, the transmission is going to move you forward in drive and reverse in reverse. In this application the best route was front engine, the transmission spins the shafts the right way for your normal every day transfer case. I could have used a divorced 205 but the nissan was quite a bit lighter. The goal for this rig was light weight and more power than the 4 cyl versions you see. There are adapters to use these motors with a gm transmission for around 800 bucks. I might go that route on the next one. In that case the engine rotation matters but the honda v6 is standard rotation. Most of the 4 cyl motors are reversed. Marked motorsports uses honda v6 motors on some of their rigs with gm th350 or 400s. Only reason you see axles flipped is on rear engine setups where the rotation is reversed.

T case is 1:1 high and almost 2:1 low. The honda v6 transaxle gears are 4.21:1 The low side of the transfer case is really low in this rig!

Let me dig a little for a pic. It's not crazy special. It's all mounted in poly bushings. It's geared low. It's basically like a regular rig if you had a 4:1 t-case and 4.88 axle gearing. That pretty low then in this setup you add in the transfer case that acts as a doubler with the 2:1 low range. I've just kept it in high so far. Low is really low.Top speed would be around 30 probably....guessing

The front output just free spins. It has to be there to keep the fluid in.The 1310 Splined yokes haft was a pricey one, it has a regular ol 1310 slip yoke on it then to the t-case flangeI kept all the part numbers of stuff I used to make it work